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6.5 INFLUENCE OF BRT PRE-FS ON THE …According to the draft final BRT Pre-FS and its presentation...

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Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010 6-18 6.5 INFLUENCE OF BRT PRE-FS ON THE SHORTLISTED PROJECTS 6.5.1 OUTLINE OF THE BRT PRE-FS (1) Progress of the BRT Pre-FS The BRT Pre-FS commenced in November 2009 and had progressed in parallel with this JICA Study. The BRT consultants submitted the Interim Report to MoWT in February 2010, Draft Final Report in April 2010 and Final Report in May 2010. The WB has financed the feasibility study and detailed design of BRT pilot project under its Transport Sector Development Project (TSDP). It shall include review of the BRT Pre-FS, feasibility study, the preparation of design and bidding documents, EIA/PC and a resettlement action plan and the necessary institutional set up for the implementation and management of the system for the BRT Pilot Project. The consultancy services are expected to commence in early 2011 and will take about 12 months. (2) BRT Routes in Pre-FS and Investment Cost Requirements According to the draft final BRT Pre-FS and its presentation to the Technical Committee on April 28, 2010, eight BRT routes have been planned for the long-term (2030) as shown in Figure 6.5.1. However, both the draft final and final reports did not show either a total BRT operation length or investment cost. The Study Team estimated the planned BRT operation length to be approximately 120 km in total (Table 6.5.1), measured from satellite photos. The total investment cost would be approximately US$ 900 million, including dedicated BRT lane construction and existing road widening for general traffic. Source: BRT Pre-FS Final Report, May 2010, MoWT Figure 6.5.1 Planned Routes of BRT in GKMA
Transcript
  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

    6-18

    6.5 INFLUENCE OF BRT PRE-FS ON THE SHORTLISTED PROJECTS

    6.5.1 OUTLINE OF THE BRT PRE-FS

    (1) Progress of the BRT Pre-FS

    The BRT Pre-FS commenced in November 2009 and had progressed in parallel with this JICA Study. The BRT consultants submitted the Interim Report to MoWT in February 2010, Draft Final Report in April 2010 and Final Report in May 2010.

    The WB has financed the feasibility study and detailed design of BRT pilot project under its Transport Sector Development Project (TSDP). It shall include review of the BRT Pre-FS, feasibility study, the preparation of design and bidding documents, EIA/PC and a resettlement action plan and the necessary institutional set up for the implementation and management of the system for the BRT Pilot Project. The consultancy services are expected to commence in early 2011 and will take about 12 months.

    (2) BRT Routes in Pre-FS and Investment Cost Requirements

    According to the draft final BRT Pre-FS and its presentation to the Technical Committee on April 28, 2010, eight BRT routes have been planned for the long-term (2030) as shown in Figure 6.5.1. However, both the draft final and final reports did not show either a total BRT operation length or investment cost. The Study Team estimated the planned BRT operation length to be approximately 120 km in total (Table 6.5.1), measured from satellite photos. The total investment cost would be approximately US$ 900 million, including dedicated BRT lane construction and existing road widening for general traffic.

    Source: BRT Pre-FS Final Report, May 2010, MoWT Figure 6.5.1 Planned Routes of BRT in GKMA

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    Table 6.5.1 Summary of BRT and Estimated Investment Costs (Assumption) RouteNo.

    BRT Route RouteLength

    RoadLength*

    CityCenter IC

    BRTTerminal

    BRTStations**

    BRT InvestmentCost#

    (km) (km) (No.) (No.) (No.) Mill US$A1 Jinja Rd - Kampala Rd - Bombo Rd 29.10 29.10 1 3 36 220.6A2 City Center IC - Makerere Rbt - Northern

    Bypass - Kanyama Terminal (Gayaza Rd)5.80 2.40 1 7 16.2

    A3 City Center IC Kira Rd (Mulago Rbt -Bukoto/Lugogo Bypass Jct)

    4.90 2.50 1 6 14.8

    A4 City Center IC - Wandegeya Jct -Nabweru Terminal (Hoima Rd)

    9.00 7.10 1 11 48.1

    B.1 City Center IC - Entebbe Rd - Queen'sWay/(Katwe Rd) - Entebbe Airport Rd

    37.60 37.10 2 47 230.8

    B.2 City Center IC - Kibuye Rbt - Busega Rbt 10.00 6.50 1 13 44.0

    B.3 City Center IC Clock - Tower - NsambyaRoad - Gaba

    10.60 9.30 1 13 62.9

    B.4 Africana Rbt - Old Port Bell Rd - PortBell

    10.40 8.30 1 13 56.2

    CBD CBD Triangle (Ben Kiwanuka St) 1.20 1.20 2 8.1Sub-Total 118.60 103.50 1 11 148 701.8BRT Bus (12 m long) 180.0BRT Feeder System 24.0

    Total 905.8Notes: *

    ** The number of estimated BRT stations at a average interval of 800 m, including these duplicated by route# BRT investment cost estimated based on unit price of the BRT Pilot Project in the BRT Pre-FS

    Source: Assumption by the Study Team based on BRT Pre-FS Draft Final Report (Apr.2010)

    Construction length of the BRT facilities (road widening for 2 BRT dedicated lanes and 4 general traffic),including BRT stations, but not counting the section length duplicated by routes.

    (3) Anticipated BRT Project Implementation in BRT Pre-FS

    The BRT route length, its configuration including location of bus stations, implementation schedule and costs are unclear in the BRT Pre-FS final report, except the pilot project. The Study Team assumed two implementation scenarios for the BRT development to estimate the traffic flow and volume on the GKMA trunk road network, flyovers, shortlisted road projects and junctions for the Pre-FS projects in 2013, 2018 and 2023 as shown in the following figures.

    No SubNo

    BRT Route Name FacilityLength(km)

    2010/2011

    2011/2012

    2012/2013

    2013/2014

    2014/2015

    2015/2016

    2016/2017

    2017/2018

    2018/2019

    2019/2020

    2020/2021

    2021/2022

    2022/2023

    A1 A1.1 Bombo Rd - Kampala Rd- Jinja Road (Pilot)

    14.0 (Jan.2015)

    A1.2 Kireka/Northern Bypass -Mukono Terminal

    13.5

    A1.3 Northern Bypass -Kawempe Terminal

    1.6

    A2 Makerere Rbt - NorthernBypass - Kanyama

    2.4

    A3 Kira Rd (Mulago Rbt -Bukoto/Lugogo Bypass

    2.5

    A4 Wandegeya Jct -Nabweru Terminal

    7.1

    B1 B1.1 Entebbe Rd (Kampala Rd- Kibuye Jct - Kajansi)

    13.1

    B1.2 Entebbe Rd (Kajansi -Airport)

    24.0

    B2 Kibuye Jct - Busega Rbt 6.5

    B3 Clock Tower - NsambyaRoad - Gaba

    9.3

    B4 Africana Rbt - Old PortBell Rd - Port Bell

    8.3

    CBD City Center Triangle (OnBen Kiwanuka St)

    1.2

    Notes: Procurement (9 months) Design Construction

    Operation on Dedicated BRT Lanes Operation on existing highways ( BRT shared lanes)Source: Assumed by the Study Team based on BRT Pre-FS Draft Final Report / Presentation, April 2010

    2023/2030

    Figure 6.5.2 Anticipated BRT Plan Implementation Schedule (Scenario 1)

  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

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    No SubNo

    BRT Route Name FacilityLength (km)

    2010/2011

    2011/2012

    2012/2013

    2013/2014

    2014/2015

    2015/2016

    2016/2017

    2017/2018

    2018/2019

    2019/2020

    2020/2021

    2021/2022

    2022/2023

    A1 A1.1 Bombo Rd - Kampala Rd- Jinja Road (Pilot)

    14.0 (Jan.2015)

    A1.2 Kireka/Northern Bypass -Mukono Terminal

    13.5

    A1.3 Northern Bypass -Kawempe Terminal

    1.6

    A2 Makerere Rbt - NorthernBypass - Kanyama

    2.4

    A3 Kira Rd (Mulago Rbt -Bukoto/Lugogo Bypass

    2.5

    A4 Wandegeya Jct -Nabweru Terminal

    7.1

    B1 B1.1 Entebbe Rd (Kampala Rd- Kibuye Jct - Kajansi)

    13.1

    B1.2 Entebbe Rd (Kajansi -Airport)

    24.0

    B2 Kibuye Jct - Busega Rbt 6.5

    B3 Clock Tower - NsambyaRoad - Gaba

    9.3

    B4 Africana Rbt - Old PortBell Rd - Port Bell

    8.3

    CBD City Center Triangle (OnBen Kiwanuka St)

    1.2

    Notes: Procurement (9 months) Design Construction

    Operation on Dedicated BRT Lanes Operation on existing highways ( BRT shared lanes)Source: Assumed by the Study Team based on BRT Pre-FS Draft Final Report / Presentation, April 2010

    2023/2030

    Figure 6.5.3 Anticipated BRT Plan Implementation Schedule (Scenario 2)

    The major difference between two scenarios is that the start of operation of B1.2 Kajansi – Entebbe Airport Section (24 km in length) on Entebbe Airport Road is before year 2023 in Scenario 1 and after 2023 in Scenario 2.

    The Study Team assumed that BRT Route B2, Kibuye Jct – Busega Rbt, on Masaka Road should be operated by 2023 since its passenger demand is the third largest, according to the BRT Pre-FS as indicated in the following table.

    Table 6.5.2 Two-way Passenger Demand by BRT Route

    BRT Route Road Name Two-way PassengerDemand (per day)

    A1 Jinja Rd 133,258B1 Entebbe Rd 105,503B2 Masaka Rd 82,599A1 Bombo Rd 80,670A2 Gayaza Rd 58,182A4 Hoima Rd 55,449A3 Kira Rd 37,461B3 Gaba Rd 33,058B4 Old Port Bell Rd 19,769

    Source: BRT Pre-FS DFR, April 2010

    (4) Conceptual Layout and Typical Section of BRT Plan

    Figure 6.7.4 shows a conceptual layout plan and typical cross section at BRT station. BRT is at the median operating on dedicates lanes and its stations are located bilaterally to minimize land acquisition. It needs a minimum width of 30 m to layout BRT lanes, two general traffic lanes and two sidewalks at both sides. The width can be reduced to 23 m at normal (non-station) sections. The length of BRT station varies from 76 – 130 m depending on the required passenger capacity. Pedestrians cross at grade to access to the BRT stations.

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    Source: The Study Team based on BRT Pre-FS Final Report

    30 mMinimum

    1300130510301034760763

    Capacity of Passengers

    Length of BRT Station

    No of Bus-bays

    1300130510301034760763

    Capacity of Passengers

    Length of BRT Station

    No of Bus-bays

    Length of BRT Station

    23 m

    Min

    imum

    Figure 6.5.4 Conceptual Layout Plan and Typical Cross Section at BRT Station

    However, the Study Team has noted that:

    • Roadside drainage spaces are required at both sides in the suburbs

    • A minimum of 3 m width sidewalk is required for the city center

    • As the existing ROW is mostly 24 – 27 m in the city center, many building demolition is required to allocate three lanes for BRT and its station, and four lanes for the general traffic

    • Not applicable for Ben Kiwanuka Street since the existing ROW is only 14-15m between Mini Price Jct – Equatoria Jct.

    • At grade access of passengers at the city center might cause disruption of BRT operation itself.

    • As all BRT routes concentrate on Kampala Road, it might cause new traffic congestion by BRT buses after the implementation of the BRT final stage.

    The Study Team recommends that these issues should be addressed in the feasibility study and detailed design of the BRT pilot project, with the involvement of stakeholders and public.

    (5) Close of Kampala Road/Entebbe Road Junction to General Traffic

    In the final report of the BRT Pre-FS, it has been confirmed that Kampala Road/Entebbe Road Junction will be opened for only BRT (Figure 6.5.5) and closed to the general traffic. Although the general traffic is allowed to use Nasser Road / Nkrumah Road alternatively, which are located along the railways yard in parallel with Kampala Road, the current traffic flow directing to/from the city center (CBD and commercial center) would change drastically. In addition, as three BRT stations and one BRT city center interchange are located between Entebbe Jct and Equatoria Jct, the general traffic would find it difficult to pass Kampala Road except for just accessing the buildings along it. Function of Kampala Road would change to BRT road and a services road. There seems to be two reasons behind this; one is the physical difficulty to secure 30 m standard ROW along Kampala Road, and the other is discouraging use of the private cars in the city center and divert them to the BRT.

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    Source: The Study Team based on interpretation of BRT Pre-FS Final Report

    Kampala RdEn

    tebbe

    Rd

    BRT Flows Only

    26.5 -27.0 mm

    N

    200 m

    BRT Station Parliame

    nt Avenu

    e

    Nkrumah Rd

    Nasser Rd

    Luwum St

    Figure 6.5.5 Closure of Kampala / Entebbe Roads Junction for General Traffic

    (6) No General Traffic on Ben Kiwanuka Street in CBD Triangle

    In the Final Report of BRT Pre-FS, it is not clear how BRT is introduced at Ben Kiwanuka Street as the existing ROW is only 14-15 m wide between Mini Price Jct – Equatoria Jct (Figure 6.5.6). As BRT stations were planned to be located at Mini Price, no general traffic is physically possible to pass this road.

    Source: The Study Team based on interpretation of BRT Pre-FS Final Report

    Kampala Rd

    Luwum St

    Ben Kiwanuka St

    Namirembe Rd

    Old Taxi Park

    New Taxi Park

    William StBRT Station

    BRT Station

    BRT Station

    BRT in CBD & City Center

    No GenralTraffic Zone14

    .6 M

    15.0 M

    13.8 M

    Nakivubo Channel

    Mini Price

    To Equatoria JCT

    Figure 6.5.6 ROW Width at Ben Kiwanuka Street and Location of BRT Stations

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    (7) Missing Information of BRT in Final Report for Basic Design of JICA Pre-FS Projects

    The BRT Pre-FS Final Report did not provide specific information required for the basic design of JICA Pre-FS projects, including:

    • Implementation plan for the BRT route except for its pilot project

    • Definite traffic flows (volume) by direction for junctions design, including required number of left and right turn lanes

    • BRT operation frequency for signalization planning and traffic capacity check

    • Geometric alignments of BRT and crossing method on roundabouts

    • Specified locations and dimensions of BRT stations

    • Passenger approach, either by at-grade access or pedestrian bridges

    • Feeding system (by other transport modes) of passengers for BRT stations

    Hence, the basic design for the shortlisted projects would need many assumptions which might be changed in the BRT FS and detailed design stage.

    6.5.2 BRT ROUTES AND STATIONS IN THE DRAFT FINAL REPORT AND EFFECTS ON SHORTLISTED PROJECTS

    (1) BRT Pilot Project in Interim and Draft Final Reports

    The BRT pilot project in the interim report stage was 7.6 km, as follows:

    • Mulago Rbt to Africana Rbt through Haji Kasule Road – Bombo Road – Kampala Road and Jinja Road (length 4.6 km)

    • Entebbe Jct to Kibuye Rbt through Entebbe Road and Queen’s Way (length 3.0 km)

    However, the BRT pilot project routes were changed in the Draft Final Report from Bwaise Rbt (Northern Bypass) to Kireka Rbt (Northern Bypass) through Bombo Road - Haji Kasule Road – Bombo Road – Kampala Road and Jinja Road (length 14.0 km) as shown in the following figure.

    BRT Pilot Project

    BRT Pre-FS Interim Report (Feb. 2010) BRT Pre-FS Draft Final Report (Apr. 2010)

    Bombo Road

    Haji Kasule Road

    Jinja Road

    Bombo Road

    A1

    A2

    A1

    A2

    Kawempe Terminal To Mukono

    Terminal

    City Centre Interchange

    KanyanaTerminal

    Kyambogo Terminal

    A3

    Kira Terminal

    To Namasuba / Kajansi / Entebbe Terminals

    B1

    B2Natete Terminal

    Source: World Bank/Uganda

    BRT PilotProjectExtension up toNorthern Bypass(Kireka)

    BRT Pilot ProjectExtension up toNorthern Bypass(Kireka)

    Figure 6.5.7 BRT Pilot Project in Interim Report and Draft Final Report

  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

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    Three of the five Pre-FS short-listed projects, i.e., Jinja – Kampala Rds Flyover, Lugogo Bypass Jct Traffic Safety Improvement and Jinja Road Widening (Port Bell – Banda), are located within the BRT pilot project as shown in Figure 6.5.8. The other two Pre-FS short-listed projects, Shoprite / Clock Tower Traffic Safety and Mukwano Rd Widening, are also located on the planned BRT routes of B1 and B3.

    BRT Pre-FS did not show several important configurations/dimensions and implementation schedule for the overall BRT plan, which are required for the basic design level Pre-FS of the JICA short-listed projects. These are left to the feasibility study and detailed design consultant of BRT Pilot Project which will commence in early 2011 for about 12 months period. Even then, the basic concepts of BRT in the Pre-FS might be changed during the FS and detailed design stage as a result of the technical and financial reviews or public consultations.

    Source: The Study Team based on BRT Pre-FS Draft Final Report, April 2010, MoWT

    3.5 Jinja Rd- LugogoBypass Jct TraficSafety Improvement

    3.7 Shoprite /Clock TowerJctsTraffic Safety

    2.1 Jinja Rd Widening(Port Bell - Banda), 3 km

    2.4 Mukwano RdWidening, includ.Mukwano Rbt & NsambyaJct Improvement, 1.8 km1.Jinja-Kampala Rds-

    Queen's WayFlyovers

    BRT Pilot Project

    Figure 6.5.8 Short-List Projects on BRT Pilot Project Route

    The Study Team has obtained new information from UNRA on June 28, 2010 that the GOU is discussing on an extension of the BRT pilot project from 14 km to 20 km. The extension will be along Bombo Road on the northern part and Jinja Road on the eastern part but not for the south along B1 route (Entebbe Road / Queen’s Way).

    According to the draft TOR for FS/detailed design of BRT pilot project in the BRT Pre-FS final report, the study will concentrate on the BRT pilot corridor identified in the Pre-FS for the Development of a Long Term Integrated BRT System for GKMA. However it will also make provision for a spur route (B1) towards Entebbe.

    UNRA has requested the Study Team to incorporate recommendations or suggestions to any plans and ideas, which MoWT/UNRA should considerer when carrying out the FS/detailed design of the BRT pilot project, in the Study report.

    (2) Closure of Entebbe Junction to General Traffic and Change of Traffic Flows

    If BRT is introduced, Kampala Rd/Entebbe Rd Junction in CBD will either be closed to the general traffic according to BRT Pre-FS Draft Final Report, or passage on it will be very much

  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

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    limited. The BRT Pre-FS suggested rerouting general traffic flows from Entebbe Road to Nsambya/Mukwano/Yusufu Lule Roads and Jinja Road as shown in the following figure.

    Source: The Study Team based on BRT Pre-FS Draft Final Report

    4

    CityCenter

    Jinja Jct

    Mukwano RdWidening

    Shoprite Jct& Clock

    Tower Jct

    Kampala Rd

    Entebbe

    Rd

    Jinja R

    d

    Queen

    ’s Way

    Katwe

    Rd

    Bombo Rd

    KibuyeJct

    Masaka Rd

    Enteb

    be R

    d (A

    irpor

    t Rd)

    Existing Traffic Flows Diversion Routes in BRT Pre-FSand Expected Actual Flow

    Gaba Rd

     Actual Diversion

    EntebbeJct

    No Cars onKampala Rd /

    Entebbe Rd Jct,except BRT

    Note

    1. New Bottle Neck by BRT (Jinja Jct) 2. More

    Congestion at City Center West Side

    Figure 6.5.9 Rerouting of General Traffic Flow by Close of Kampala Road / Entebbe Road

    Junction

    As most of the traffic destination is the city center, this rerouting would cause the following problems:

    • Traffic congestion at Jinja Road / Yusufu Lule Road Junction (Jinja Jct) will become a serious bottle neck.

    • Accesses to the city center from the west side become worse as more congestions are anticipated with the diversion of the general traffic from Katwe/Entebbe Road to Natete Road/Namirembe Road and Kisenyi Road

    • The current traffic capacity of Nsambya / Kibuli / Mukwano Roads, including Nsambya Jct and Mukwano Rbt, will become significantly insufficient.

    The main traffic flow on Jinja Jct would be changed from the east - west direction to the north – south direction as shown in Figure 6.5.10 (refer to Chapter 5 as to the detailed analysis of traffic flow change by the Entebbe Jct closure).

  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

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    Yusufu Lule Rd Yusufu Lule Rd

    Jinja Rd Jinja Rd

    To City Center To City Center

    Access Rd Access Rd(Mukwano Rbt) (Mukwano Rbt)

    Note:Main Flow (LargerTraffic Volume)

    BRT (Priority Pass)

    Main Traffic Flow

    Change of Main Traffic Flowafter Operation of BRT

    Right-turnTrafficconfrictingwith BRT

    Main

    Tra

    ffic F

    low N

    Source: JICA Study Team Figure 6.5.10 Change of Main Traffic Flow from East-West (Jinja Road) Direction to

    North-South (Yusufu Lule – Mukwano Road) Direction by BRT Introduction

    A flyover should be constructed on the direction of the main traffic flow. If BRT is introduced, Yusufu Lule - Mukwano Rds Flyover on the north-south direction would carry more traffic flow than Jinja – Kampala Rds Flyover. Hence, the Study Team recommended that Yusufu Lule - Mukwano Rds Flyover instead of Jinja – Kampala Rds Flyover to reduce traffic congestion on Jinja Junction.

    (3) BRT Station at Railway Park conflicting with Kampala Road - Queen’s Way Flyover

    Although some locations of BRT stations on its pilot project are not much clear in the BRT Draft Final Report, considering stations are provided at every 500 – 700 m in the city center, a BRT station would be located on Kampala Road near the railway station. A Kampala – Queen’s Way Flyover was planned in December 2009 at the time when BRT configurations were not yet clear in terms of relieving serious traffic congestion at Shoprite Junction to divert the traffic flow from Entebbe Road to said flyover.

    However, since the flyover will conflict with the anticipated BRT Station at the railway park in the BRT Draft Final Report, as indicated in the following figure, this plan is required to be changed. New flyover plans should address the new traffic bottlenecks at Clock Tower Junction.

  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

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    Source: The Study Team based on BRT Pre-FS Draft Final Report

    Entebbe JctBRT Station

    City CenterInterchange

    ParliamentBuildings

    Shoprite JctBRT Station

    J-K Fly

    overJ-Y

    Flyover

    New BRTBottle Neck(ClockTower Jct)

    New BRTBottle Neck(Jinja Jct)

    Yusufu Lule RdJinj

    a Rd

    Centr

    al Railw

    ay

    Statio

    n

    N

    BRTStations

    ExpectedBRT Station (atRailway Station)

    BRT Routes

    700 m

    Only BRT onKampala Rd /Entebbe Rd Jct

    Nile Ave

    A: K-Q Flyover in G

    KMA

    Study Interim Rep

    ort I

    Jinja JctBRT Station

    As a BRT station at therailway park conflict withKampala - Queen's Way (K-Q)Flyover, this plan needs to bechanged.

    Figure 6.5.11 Kampala – Queen’s Way Flyover conflicting with Anticipated BRT Station

    6.5.3 COORDINATION OF SHORTLISTED PROJECTS WITH BRT PLANS

    (1) Coordination of Flyover Projects with BRT Plan

    Introduction of BRT is a given condition for this JICA Pre-FS. The BRT plan has more priority than other road and transport plans in this Study. The BRT Pre-FS and the JICA Study have progressed in parallel since November 2009 and, therefore, there has been not much clear coordination between both plans up to March 2010, as the basic BRT configuration was not established yet.

    The Study Team has modified the plans of the flyover and other shortlisted projects in June 2010, to coordinate with the BRT plan in its draft final report of April 2010, as shown in Table 6.5.3 and Figure 6.5.12.

    As Jinja Road Widening (Port Bell Jct – Banda) and Lugogo Bypass Junction Improvement are located on the BRT Pilot Project route, the Study Team omitted these two short-listed projects from the Pre-FS list.

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    Table 6.5.3 Summary of Coordination of Pre-FS Projects with BRT Plan Short List Project BRT

    Route Affect of BRT Plan in DFR on Short List

    Projects Coordination Method

    1.1 Jinja-Kampala Rds Flyover

    A1and A2 (On BRT Pilot)

    • As Entebbe Jct is closed to the general traffic, main traffic flow at Jinja Junction will change from the east-west to the north-south direction

    • BRT stations between Jinja Jct and Africana Rbt

    • New bottleneck at Jinja Jct by BRT Plan

    • Change to a flyover for the north-south direction, Yusufu Lule and Mukwano Rds Flyover (Y-M) to meet the main traffic flow change by BRT

    • Crossing two railways lines

    1.2 Jinja - Yusufu Lule Rds Flyover (Right-turn)

    A1and A2 (On BRT Pilot)

    • Not much influence by BRT • Jinja - Yusufu Lule Rds Right-turn Flyover as in Interim Report I

    • Provide Mukwano - Jinja Rds Right-turn Flyover to reduce conflict with BRT

    1.3 Kampala Rd - Queen's Way Flyover

    B1, B2 and B3

    • As Entebbe Jct is closed to the general traffic, not much traffic is expected on this flyover

    • Anticipated BRT station at the front of railway park, where J-K flyover in-ramp was originally planed

    • New bottleneck at Clock Tower Jct caused by BRT Plan

    • Plan a flyover to meet new traffic flows by BRT, Mengo Hill – Nsambya/Mukwano Rds Flyover or Queen’s Way - Nsambya/Mukwano Rds Flyover, over Clock Tower Jct

    2.4 Mukwano Rd Widening, including Mukwano Rbt and Nsambya Jct Capacity Improvement

    B3 • Substantial traffic volume increase will be caused by rerouting the general traffic from Entebbe Road to Nsambya,/ Kibuli/ Mukwano Rds

    • Dual carriageway to accommodate Mengo Hill (or Queen’s Way) – Nsambya/Mukwano Rds Flyover and Yusufu Lule – Mukwano Rds Flyover

    3.7 Shoprite / Clock Tower Jcts Traffic Safety Improvement

    B1 and B2

    • BRT stations at Shoprite Junction • Substantial Traffic Volume increase

    for Mengo Hill (or Queen’s Way) – Mukwano Rds through Clock Tower Jct

    • Plan pedestrian bridges which do not conflict with the anticipated BRT stations for Shoprite Jct

    • Plan a flyover to meet new traffic flows by BRT, Mengo Hill – Nsambya/Mukwano Rds Flyover or Queen’s Way - Nsambya/Mukwano Rds Flyover, over Clock Tower Jct

    Source: JICA Study Team The major traffic flows on Clock Tower Junction will also be influenced by BRT in line with the closure of Entebbe / Kampala Rds Junction to the general traffic. It will also be influenced by the use of Queen’s Way for both BRT and the general traffic by widening it to six to eight lanes (refer to Section 4.3.3(4) of this report). To minimize traffic flow conflict between the BRT and the general traffic, a flyover will be necessary either from Mengo Hill Road to Nsambya / Mukwano Rds or from Queen’s Way to Nsambya / Mukwano Rds (Right-turn Flyover).

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    Mukwano Rbt

    Mukw

    ano R

    d

    African

    a Rbt

    Old Port

    Bell Rd

    Wam

    pewo

    Ave

    Garden City

    Nile Ave

    R

    Siad

    Bar

    re A

    ve

    Parliam

    ent Av

    e

    Parliament

    Raiway

    Station

    Kampala Rd

    Enteb

    be Rd

    Old TaxiPark

    Quee

    n's W

    ay

    Gaba Rd

    Kibuli RdNsambya Jct

    500m 1000m0m

    KibuliMosque

    Jinja JctMOWT

    Kampala Rd - Queen's Way

    Flyover (L=2.0 km)

    Entebbe Jct

    CBD

    Jinja-Yusufu LuleRds Flyover (Right-turn) & Mukwano -Jinja Rds Flyover

    N

    Shoprite Jct

    Clock Tower Jct

    Mengo H

    ill Rd

    Katw

    e Rd

    Dual Carriageway with Railway Viaduct FromJinja Rd up to Kibuye Jct in NTMP/GKMA

    Nsambya Rd

    CityCommercialCenter

    BRT City Center Interchange

    Yusufu Lule Rd Jinj

    a Rd

    Note: No GeneralTraffic on KampalaRd / Entebbe RdJct except BRT

    Ben Kiwanuka St

    LEGEND 1: BRT Routes

    A1 (Pilot) (and A2)

    B1 (Pilot)

    B3

    CBD Triangle

    Planned or AnticipatedBRT Station

    Jinja –

    Kampala

    Rds Fl

    yover

    Mengo Hill – Nsambya / Mukwano Rds or Queen’s Way –Nsambya/Mukwano Rds Flyover over Clock Tower Jct

    LEGEND 2: Flyovers / Viaduct

    IR-I Jinja - Kampala Rds Flyover (J-K)

    IR-I /

    IR-IIIR-I Kampala Rd - Queen's Way Flyover

    (K-Q)IR-II

    IR-II

    NTMP/GKMA

    Jinja - Yusufu Lule Rds Flyover(Right-turn) & Mukwano - Jinja RdsFlyover (Right-turn)

    Mengo Hill - Nsambya / MukwanoRds (M-M) or Queen's Way -Nsambya / Mukwano Rds Flyover,over Clock Tower JctDual Carriageway with RailwayViaduct From Jinja Rd to KibuyeJct in NTMP/GKMA

    Yusufu Lule and Mukwano RdsFlyover (Y-M)

    Yusufu Lule and Mukwano RdsFlyover (Y-M)

    Source: JICA Study Team

    Figure 6.5.12 BRT Plan and Coordination of Flyovers of Pre-FS

    (2) Shoprite Junction

    Three BRT lines (B1, B3 and CBD Triangle Lines) are planned to pass through Shoprite Junction. BRT stations could be located at this junction as shown in the following figure. The basic plan for pedestrians accessing the BRT station is based on at grade crossing presented in the BRT Pre-FS. It is however not clear even in the BRT Final Report as to the restriction or flow of the general traffic.

    The Study Team assumed BRT lane configuration and station arrangement on Shoprite Junction at the final stage as shown in Figure 6.5.13, based on the current available information and engineering judgment for the preliminary design. Since operation of the BRT on CBD Triangle might be delayed compared with BRT Route B1, BRT lanes from Ben Kiwanuka Street could still be used by the general traffic and mini-buses. Figure 6.5.14 shows an intermediate configuration of the Shoprite Junction operation.

    As there are a lot of pedestrians and bicycle taxis (boda boda) crossing the junction for traveling to/ from the central commercial center, the Study Team has planned pedestrian bridges at this junction to ensure not only safety but support of undisturbed operation of the BRT.

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    Source: JICA Study Team

    Figure 6.5.13 Configuration of BRT Stations at Shoprite Junction at Final Stage (Assumption)

    Source: JICA Study Team

    Figure 6.5.14 Intermediate Configuration of BRT Stations at Shoprite Junction (Assumption)

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    (3) Clock Tower Junction

    BRT Final Report is not clear as to BRT routes between Clock Tower Junction and Kibuye Roundabout. Thus, there would be two possible alternatives, as follows:

    • Alternative 1: Use only Queen’s Way by widening it from the current two lanes to six to eight lanes for both outbound and inbound BRT and general traffic (right alignment in Figure 6.5.15).

    • Alternative 2: Use Queen’s Way for outbound BRT and general traffic and Katwe Road / Mengo Hill Road for inbound BRT and general traffic (left alignment in Figure 6.5.15).

    Hence, a flyover would become necessary at either:

    • Between Mengo Hill Road and Nsambya/Mukwano Rds passing over Clock Tower, or

    • From Queen’s Way to Nsambya/Mukwano Rds (Right-turn Flyover) passing over Clock Tower.

    As a railways line is located between Clock Tower and Nsambya (Kibuli) Junction and BRT B3 was planned for Gaba, the flyover might be required to pass over these facilities in the future when BRT B3 is introduced for Gaba or depending on the resumption of the railway operation.

    Source: JICA Study Team

    Figure 6.5.15 Assumed Configuration of BRT Stations at Shoprite Junction (Assumption)

    It should be further noted that Clock Tower Junction Improvement should be planned as a total system of the road network between Jinja Road and Entebbe Airport Road passing through Mukwano Road, Nsambya Road, Clock Tower Jct, Queen’s Way, Kibuye Rbt and Entebbe Airport Road, in line with the Dual Carriageway Railways Viaduct Plan in NTMP/GKMA and BRT Plan (refer to Section 4.3.3(4).

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    The Study Team has discussed with UNRA on June 28, 2010 whether BRT should be introduced on Queen’s Way or Katwe Road between Clock Tower Jct and Kibuye Rbt, since the Study Team needs to conduct a preliminary design for Clock Tower Junction. Both sides shared the same view that BRT should consider only widening of Queen’s Way to six or eight lanes by utilizing the existing railways ROW since Katwe Road is too narrow to accommodate BRT. Hence, a flyover between Queen’s Way and Nsambya/Mukwano Rds would have advantages compared with the Mengo Hill - Way and Nsambya/Mukwano Rds flyover.

    6.6 FINAL SHORT-LISTED PROJECTS FOR PRE-FEASIBILITY STUDY

    6.6.1 REVIEW OF LONG LIST

    The Study Team recommended five short-listed projects, flyovers for preliminary design and other related items for the basic design level pre-FS, based on MCA and other considerations.

    However, it has become clear that the short-listed projects are either directly or indirectly affected by the BRT introduction as analyzed in Section 6.5. It was further noted that the basic concepts of BRT Pre-FS might be changed during its FS and detailed design stage as a result of technical and financial reviews or public consultations.

    Taking the latest development of BRT study, It was decided to conduct the Pre-FS with preliminary design for the three final short-listed projects namely, Flyover Projects, Mukwano Road Widening and Shoprite / Clock Tower Traffic Safety Improvement, in accordance with the original scope of work signed by both governments on March 1, 2007. Jinja Road Widening and Lugogo Bypass Junction Improvement will not be excluded since these duplicate with the FS and detailed design of BRT Pilot Project.

    The Study Team has reviewed the MCA in Table 6.4.3 by taking the latest information from the sub-projects into account. The sub-projects in the initial long list but are located along the BRT pilot project routes were omitted from the MCA review list as their improvement, including road widening and junction improvement, shall be undertaken under the BRT FS/detailed design.

    Table 6.6.1 Review of Sub-Projects in Long List No Sub-Component Name Replacement or Change Reason of Omission

    or Addition Sub-Component Name in

    the New Long List 1.1 Jinja-Kampala Rds Flyover Replacement by Yusufu Lule

    – Mukwano Rds Flyover Yusuf Lule-Mukwano

    Rds Flyover 1.3 Kampala Rd – Queen’s Way

    Flyover Replacement by Queen’s Way – Nsambya / Mukwano Rds Flyover Clock Tower Jct

    Queen’s Way – Nsambya / Mukwano Rds Flyover Clock Tower Jct

    2.1 Jinja Road (Port Bell Jct - Banda/Northern Bypass Section)

    Omission since this is on BRT Pilot Project

    -

    2.1a Jinja Road (Banda - Northern Bypass Section)

    Omission since this is on BRT Pilot Project

    -

    2.2 Bombo Road (Makerere Rbt - Northern Bypass Section), including Makerere Rbt Flyover

    Omission since this is on BRT Pilot Project

    -

    2.6 Widening of Queen’s Way and Flyover on Kibuye Rbt

    Addition taking request of MoWT into account

    Queen’s Way-Nsambya/Mukwano Rds Flyover (Right-turn)

    3.5 Jinja Rd - Lugogo Bypass Junction Improvement

    Omission since this is on BRT Pilot Project

    -

    Source: JICA Study Team The Study Team also reviewed requirements for widening the Makerere Hill Road from four-lane dual carriageway to six-lane carriageway road as BRT is introduced along this route. The

  • Final Report The Study on Greater Kampala Road Network and Transport Improvement in the Republic of Uganda November 2010

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    preliminary estimated cost, land acquisition and resettlement are revised as shown in the following table.

    Table 6.6.2 Review of Five Levels Scores for Cost, Land Acquisition and Resettlement Evaluation Project

    Component

    Weight (US$ Mill) (ha) (ha) (number) (household)1.1(Phase 1) 49.83 2 0.52 79% 0.11 4 1 (0) 1 4

    1.2(Phase 1) 37.67 2 2.50 74% 0.65 3 11 (2) 17 3

    1.3(Phase 3) 7.08 4 0.60 100% 0.00 5 4 (0) 4 4

    2.3 7.19 4 4.00 10% 3.60 1 22 >50 12.4 5.39 4 3.94 70% 1.19 2 9 (2) 15 32.5 5.95 4 0.33 90% 0.03 4 0 (0) 0 52.6 13.44 3 5.80 80% 1.16 2 15 (15) >50 13.1 0.87 5 0.12 20% 0.10 4 5 (5) 10-20 33.2 0.87 5 0.24 20% 0.19 4 1 (1) 5 43.3 0.87 5 0.24 20% 0.19 4 2 (1) 10 43.4 0.71 5 0.18 70% 0.05 4 1 (1) 5 43.6 0.87 5 0.25 0% 0.25 4 5 (5) 20-50 23.7 4.20 4 1.17 45% 0.64 3 4 (0) 4 4

    Average Value 10.38 0.63Max Value 49.83 3.60Note: 1 Over 50 V.Very Large Over 1.5 Very Large >50 Large

    2 20-50 Very Large 1.0-1.5 Large 20-50 Medium3 10-20 Large 0.5-1.0 Medium 10-20 Small4 3-10 Medium 0 - 0.5 Small up to 10 Very Small5 Up to 3 Small 0 None 0 (none) None

    Note: Total number of buildings (Number of private buildings)

    ICB(Estimate)

    5-GradeScore

    5-GradeScore

    IndividualJunctionImprovement

    ProjectNo.

    Yusufu Lule -Mukwano RdsFlyover

    Combinationof DualCarriageway,Flyover andJunctionImprovement

    EvaluationCriteria at 5-levels

    5-GradeScore

    Land Acquisition ResettlementArea ofLand

    required

    SecuredROW

    (estimate)

    ROW tobe

    acquired

    Numberof

    Buildings

    Resettlement(estimate)*

    Project Cost

    Source: JICA Study Team The following table shows the result of the MCA review. The flyovers have still higher priority compared with other projects.

    Table 6.6.3 shows a review result of Multi Criteria Analysis to be used as confirmation of the final short-listing of Pre-FS projects.

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    Table 6.6.3 Review of Multi Criteria Analysis (MCA) for New Long List

    Sour

    ce: J

    ICA

    Stu

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    14.5

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    116.

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    14.5

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    The Study Team conducted sensitivity tests by changing the weights allocated to the evaluation of main and sub-factors as indicated in Table 6.6.4. Case 1 gave 50% to the engineering factors, Case 2 gave 50% to the socio-economic factors, Case 3 gave 40% to the consistency with superior plans and Case 4 emphasized the environmental impact allocating 40%.

    Table 6.6.4 Sensitivity Test Results for the MCA Component Evaluation Items Average

    Standard Case 1 Case 2 Case 3 Case 4 Case 1 -Consistency with Superior Plans 25% 20% 20% 40% 20% Case 4Engineering Factors 25% 50% 20% 20% 20%Socio-Economic Factors 30% 20% 50% 20% 20%Environmental Impacts 20% 10% 10% 20% 40%

    Total 100% 100% 100% 100% 100%Flyover /Viaduct

    1.1(Phase 1)

    Yusufu Lule - Mukwano Rds Flyover 2 1 2 1 2 1

    1.2(Phase 1)

    Jinja - Yusufu Lule Flyover (Right-turn) and Mukwano - Jinja RdsFlyover (Right-turn)

    4 6 5 4 4 4

    1.3(Phase 2)

    Queen's Way - Nsambya / MukwanoRds Flyover (Right-turn)

    1 2 1 2 1 1

    2.3 Makerere Hill Road, including SirApollo Kaggwa Rd Jct

    10 8 13 7 13 10

    2.4 Mukwano Rd, including MukwanoRbt and Nsambya Jct Capacity

    5 5 9 6 8 6

    2.5 Mutesa Rd - Kaweesa Rd - Kabasu Rd(South Inner Ring Road)

    13 12 8 13 9 12

    2.6 Widening of Queen's Way and Flyoveron Kibuye Rbt

    6 3 12 3 11 7

    3.1 Hoima Rd - Kimera/ MasiroKawalaRd Jct (Kasubi Jct)

    12 11 10 10 10 10

    3.2 Kira Road - Acacia/ Babiha Av/Kayunga Rd

    8 9 6 9 6 8

    3.3 Kira Rd - Ntinda Rd 7 7 4 8 5 5

    3.4 Port Bell (Nakawa) - Old Port Bell Rd 11 10 7 12 7 93.6 Ben Kiwanuka Rd - Luwum St 9 13 11 11 12 133.7 Shoprite & Clock Tower Traffic

    Safety Improvement3 4 3 5 3 3

    Notes: The priority projects recommended for the pre-feasibility study.

    IndividualJunctionImprovement

    Combinationof DualCarriageway,Flyover andJunctionImprovement

    Evaluated Rank with Weight (%) ChangeProjectNo.

    Source: JICA Study Team The results are quite stable in ranking from the 1st to 5th, with order of priorities as flyover projects (Project No. 1.1, 1.2 and 1.3), Project No.2.4-Mukwano Rd widening and Project No.3.7-Shoprite and Clock Tower Traffic Safety Improvement. The widening of Queen’s Way and Flyover on Kibuye Rbt was ranked as the 7th priority. However, as estimated resettlement is more than 50 households near Kibuye Rbt, EIA including public consultation becomes necessary.

    6.6.2 FINAL SHORTLISTED PROJECTS FOR PRE-FEASIBILITY STUDY

    Table 6.6.5 and Figure 6.6.1 summarize the short-listed projects (refer to Annex 3 as to profile of the short-listed projects).

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    Table 6.6.5 Final Shortlisted Projects for Pre-FS

    (km) (km)1.1

    (Phase 1)Yusufu Lule and MukwanoRds Flyover

    1.7 1.5 Dual Carriageway (two-ways 2 lanes)

    Medium Term(2018)

    2

    1.2 (Phase 1)

    Jinja - Yusufu Lule RdsFlyover (Right-turn) &Mukwano - Jinja RdFlyover (Right-turn)

    2.3 1.9 Single Carriageway Medium Term(2018)

    4

    1.3 (Phase 2)

    Mengi Hill - Nsambya /Mukwano Rds Flyover(Right-turn)

    0.6 0.5 Single Carriageway Long Term(2023)

    1

    2.4 Mukwano Rd Widening,including Mukwano Rbtand Nsambya Jct CapacityImprovement

    1.8 - Dual Carriageway (Add.2 lanes) & Mukwano Rbtand Nsambya Jctimprovement

    Medium Term(2018)

    5

    3.7 Shoprite & Clock TowerJcts Traffic Safety

    - - Pedestrian Bridges &Separated Left-turn

    Medium Term(2018)

    3

    Priority byMulti

    CriteriaAnalysis

    ProjectLength

    ImplementationPeriod

    Basic Project ConceptViaduct/

    Flyover LengthCarriageway & Junction

    Improvement

    Project No Project Name

    Note: A preliminary planning of a flyover on Kibuye Roundabout was included in the Study addressing to the proposal of

    MoWT in line with Dual Carriageway Railway Viaduct Plan in NTMP/GKMA (refer to Annex 8 as to the plan). Source: JICA Study Team

    Northern Bypass

    0 1 2 3 4 5km

    Bom

    boR

    d

    Mukwano Rbt.Kam

    pala Rd

    .

    Yusuf Lule Rd.

    Hoim

    a Rd.

    Bombo rd. Kira Rd

    .

    Makerere Hil

    l Rd.

    Quee

    n's W

    ay

    Jinja Rd

    Port Bell RdOld Port Bell Rd

    Lugogo By-pass

    Mukw

    ano Rd

    Kamp

    ala/En

    tebbe

    Rd

    Sentema Rd

    Namirembe Rd

    Bombo rd.Ben Kiw anuka St

    Masiro Rd

    Hoima Rd.

    MENGO

    KYAMBOGO

    Kevina RdKabus

    u Rd

    Tank Hill Rd

    Gay a

    za R

    d

    LEGEND-1

    Northern Bypass (Grade-separate Junction)

    Legend 2: Short List Projects for JICA Pre-Feasibility Study

    Junctions Improvement (Signalization or Large Roundabout)

    Dual Carriageway (4-lanes) construction, includingjunction improvement

    4-lane Roads

    2-lane Roads

    Port Bell

    To Mityana

    To M

    asak

    a

    To E

    nteb

    be

    To Jinja

    To B

    ombo

    / Mas

    indi

    MAKINDYE

    NAKAWA

    KAWEMPE

    RUBAGA

    WAKISO

    WAKISO

    CENTRAL

    MAKERERE

    Gaba Rd

    Northern Bypass

    Flyover/Viaduct

    Entebb

    e Rd

    2.4 Mukwano Rd Widening,1.8 km, including MukwanoRbt & Nsambya JctCapacity Improvement

    Nsambya Jct

    CBD /Commercial

    Center

    BandaEast-

    West Corr

    idor

    East-West Corridor

    East-West Corridor

    N

    Planned BRT Routes at the City Center by 2023

    Jinja Jct

    Kampala Rd.

    Mukw

    ano Rd

    MENGO HILL

    Entebb

    e Rd

    Jinja R

    d

    Queen's Way

    3.7Shoprite/ClockTower Jcts TrafficSafety

    1.1 Yusufu Lule -Mukwano RdsFlyover

    1.2 Jinja - Yusufu LuleRds Flyover (Right-turn) & Mkwano - JinjaRds Flyover (Right-turn)

    1.3 Queen's Way -Nsambya/Mukwano RdsFlyover (Right-turn)

    Jinja Jct

    Source: JICA Study Team

    Figure 6.6.1 Final Shortlisted Projects Selected for Pre-FS

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    CHAPTER 7 PRELIMINARY DESIGN FOR PRE-FEASIBILITY STUDY PROJECTS

    7.1 NATURAL CONDITIONS IN PROJECT AREA

    7.1.1 GEOLOGICAL CONDITIONS

    (1) Geological Condition Survey

    The purpose of the geological survey is to confirm the depth of the bearing layer for flyovers and other geological information to design for other ancillary facilities by drilling the borehole and performing the Standard Penetration Test (SPT) at each point. The scope of the work is as follows:

    • Boring: 6points

    • SPT at 1 m interval

    The scheduled and actual drilling depth of each location is as follows:

    Table 7.1.1 Drilling Depth of Each Location

    Number Location Scheduled depth (m) Actual depth (m)

    No.1 Railway Station Park 10 10

    No.2 Jinja Junction 20 18

    No.3 Africana Roundabout 20 20

    No.4 Cemetery 10 10*

    No.5 Mukwano Roundabout 20 20.5

    No.6 Garden City Roundabout 10 13.5 * Note: The first drilling terminated at 3 m because of possibly hitting hard gravel and was not able to continue

    drilling. Then second point was located 1 m from the first drilling point and drilled until 10 m. Source: JICA Study Team The location of the boring points is along the flyover plan including alternative plan. Location map of the drilling point and coordinates are shown in Table 7.1.2 and Figure 7.1.1.

    Table 7.1.2 Coordinates of Each Boring Location

    No. Location Latitude Longitude Survey Date

    1 Railway Station Park 454100 34905 28/04/2010

    2 Jinja Junction 454675 35327 23/04/2010

    3 Africana Roundabout 454906 35481 17/04/2010

    4-1* Cemetery-1 455080 35624 23/04/2010

    4-2 Cemetery-2 455080 35625 26/04/2010

    5 Mukwano Roundabout 454811 35121 20/06/2010

    6 Garden City Roundabout 454485 35534 23/06/2010

    Source: JICA Study Team

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    Source: JICA Study Team

    Figure 7.1.1 Location Map of the Boring Point

    (2) Results

    The results of SPT (N-value) and lithology are shown in Table 7.1.3. The geological columns of the six locations are shown in Appendix.

    Table 7.1.3 Results of N Value of Each Location Location

    Depth(m)

    No.1 No.2 No.3 No.4 No.5 No.6

    1 6 10 5 13 6 7 2 6 9 11 15 2 10 3 5 11 14 20 15 18 4 22 Qu

    ater

    nary

    sa

    ndy

    silt

    18 19 14 Quat

    erna

    ry

    sand

    y si

    lt

    14 11 Quat

    erna

    ry

    sand

    y si

    lt 5 22 25 23 40 28 33 6 22 26

    Qua

    tern

    ary

    sand

    y si

    lt

    24

    Qua

    tern

    ary

    sand

    y si

    lt

    51 22

    Qua

    tern

    ary

    sand

    y si

    lt

    79 7 30 25 20 86 52 89 8 35 45 39 88 26 50 9 52 40 41 71 28 35

    10 40 Pre

    cam

    bria

    n ph

    yllit

    e sc

    hist

    (w

    eath

    ered

    )

    127 45 98

    Prec

    ambr

    ian

    ph

    yllit

    e sc

    hist

    (w

    eath

    ered

    )

    13 28 11 75 60 12 30 12 21 72 12 23 13 60 76 22 30 P

    reca

    mbr

    ian

    phyl

    lite

    schi

    st

    (wea

    ther

    ed)

    14 63 114 47 15 72 58 60 16 79 69 57 17 106 66 41 18 76 156 P

    reca

    mbr

    ian

    phyl

    lite

    schi

    st (w

    eath

    ered

    )

    75 19 72 55 20 118

    Prec

    ambr

    ian

    phyl

    lite

    schi

    st (w

    eath

    ered

    )

    45

    Prec

    ambr

    ian

    phyl

    lite

    schi

    st (w

    eath

    ered

    )

    Source: JICA Study Team The stratigraphy of the upper layer consists of quaternary sandy silt and the lower layer consists of precambrian weathered metamorphic base rock. The geological cross section along Jinja and Kampala Road is shown in Figure 7.1.2. Characteristic features of each layer are as follows:

    1

    2

    3

    4

    6

    5

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    Quaternary Sandy Silt

    The thickness of this deposit layer is about 6 m in the lower location (No.2 and No.3) and 4-5 m in the upper location (No.1 and No.4). The geology consists mainly of brownish sandy silt. The N-value of this layer is between 5 and 26. Soft ground (defined as those with N-value lower than 4 for cohesive soil and lower than 10 for sandy soil) does not exist in the drilling area. The average N-value of this layer is 15.

    Precambrian Base Rock (Phyllite/Schist)

    Below the sandy silt layer, weathered base rock of precambrian appears and continues until the end of the drilling depth. This base rock consists of schist and phyllite, which is a type of foliated metamorphic rock primarily composed of quartz, sericite mica, and chlorite. The high contents of grey and metal-like colored mica are observed in drilling samples. The N-value of this layer is between 20 and 127. The average N-value of this layer is 64.

    Water Table

    The water table of each location is shown in Table 7.1.4.

    Table 7.1.4 Water Table of Each Point Unit: m (from ground level)

    Location No.1 No.2 No.3 No.4 No.5 No.6

    Water Table N/A 3.0 1.4 N/A N/A N/A Source: JICA Study Team

    Source: The Study Team

    Figure 7.1.2 Geological Cross Section along Jinja and Kampala Roads

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    7.1.2 HYDROLOGICAL CONDITIONS

    (1) Hydrological Condition

    Prior to the hydrological analysis of the Pre-FS project, basic data for the hydrological analysis shall be considered and analyzed. The design flow of the relevant catchment area will be calculated by Rational Method. The Rational Method is old; however, it is still the most available method for a wide range of catchment area up to 500 km2. In the Rational Method, the design flow is shown in the following formula:

    Q=1/3.6 x106 C·I·a or Q=1/3.6 x C·I·A

    Where:

    Q: design flow (m3/sec)

    C: Runoff coefficient

    I: Rainfall intensity in time of concentration (mm/h)

    A: Catchment area (km2)

    a: Catchment area (m2)

    (2) Catchment Area

    As described in Chapter 2.2 (Natural Condition), Kampala City is divided into eight major catchment areas and several sub-catchment areas which are shown in Table 7.1.5. The detailed survey for the relevant catchment area will be performed at a later stage in this study for the hydrological design.

    Table 7.1.5 Eight Major Catchment Areas in Kampala City Drainage System

    No. Name Catchment Area (km2)

    Number of sub-catchment area

    1 Nakivubo 37.9 43 2 Lubigi 65.8 72 3 Nalukolongo 32.8 32 4 Kansanga 17.1 4A Gaba 2.1

    23

    5 Mayanja/Kaliddubi 41.1 12 6 Kinawataka 27.5 23 7 Nalubaga 11.0 7A Nakelere/Nalubaga 2.5

    26

    8 Walufumbe 14.1 8A Mayanja North 2.3

    37

    Source: Nakivubo Channel Rehabilitation Project (NCRP)

    (3) Rainfall Analysis

    1) Available Data

    Daily rainfall data from 1974 to 2009 except 1982 in Kampala City were obtained from the Department of Meteorology.

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    2) Frequency Analysis of Daily Rainfall

    A statistical analysis was done on the rainfall data at Kampala Station as shown in Table 7.1.6 to determine the 1-day return period rainfall. Three statistical distribution methods (Gumbel, Log Normal Distribution, Log Pearson III) were calculated using the observed rainfall records. In this study, log normal distribution method is applied as this method is still the most widely used distribution in hydrological analyses and is also used in the drainage design of the Nakivubo Channel Rehabilitation Project (NCRP).

    Table 7.1.6 Day Rainfall Return Period at Kampala Rainfall Station 1 Day Return Period Rainfall (mm) Duration

    Method 2 5 10 20 50 100 Gumbel 58.0 70.4 78.6 86.4 96.6 104.2 Log Normal 57.8 69.9 78.1 85.9 96.1 103.9 Log Peason III 57.0 69.5 78.7 88.3 101.7 112.6

    Source: JICA Study Team

    7.2 FLYOVER (VIADUCT) PROJECTS

    7.2.1 ALTERNATIVE PLAN STUDY

    (1) Objectives and Flow of Alternative Plan Study

    The objective of the Pre-FS is to determine the most technically feasible, economically viable, environmentally acceptable and socially optimal option for decongestion in Kampala urban area. The study will also determine the impact of decongestion project on poverty reduction and environment.

    The purpose of the flyover project is to alleviate serious traffic jam at the Kampala urban center shown in the following figure. In particular, traffic capacity increase through flyover construction is one of the best solutions of traffic jam for Africana, Jinja, Shoprite and Clock Tower Junctions as widening of the existing Jinja and Kampala roads are impossible without demolition of many buildings along the road.

    Kampala Rd Jinja Rd

    Nail Avenue

    Enteb

    be R

    d

    Yusuf u Lule RdSiad B

    arr e Av .

    Queensw

    ay

    Nsambya Rd Kibuli RdMuk

    wano Rd

    Jinja Jct. Africana RbtSiad Barre Jct.Entebbe Jct.

    Kibuli Jct.Clock Tower Jct. Shoprite Jct.

    Central Station

    Railway

    Garden City Rbt

    Mukwano Rbt

    Source: JICA Study Team

    Figure 7.2.1 Target Area and Junctions in Kampala City Center for Traffic Decongestion

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    The approach of Pre-FS, flow of each work and its description are as shown in Figure 7.2.2.

    1) Appreciation of Issues

    2) Proposal of Alternatives and Options

    3) Selection of Suitable Route by MCA

    4) Further Study for Alignment of Suitable Route

    5) Comparison of Bridge Type

    6) Selection of Final Plan Source: JICA Study Team

    Figure 7.2.2 Pre-FS Study Flowchart

    1) Appreciation of Issues

    Existing traffic issues are recognized based on the related reports and confirmed through the visual site survey, traffic volume survey, natural condition survey and so on.

    2) Proposal of Alternatives and Options

    Based on the traffic studies, possible alternatives and options responding to the site situation are proposed.

    3) Selection of Suitable Route by Multi Criteria Analysis (MCA)

    The merits and drawbacks of each alternative and option should be determined by use of MCA. The comparative data for selection is provided.

    4) Further Study for Alignment of Suitable Route

    Horizontal and vertical alignments for suitable route selected by the MCA are reviewed to obtain maximum effect and minimum negative impact to social environment.

    5) Comparison of Bridge Type

    The most suitable bridge type for the flyover is selected in consideration of the construction cost, geological survey results and landscape.

    6) Selection of Final Plan

    Final plan selected through the above steps is presented.

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    (2) Design Standards and Typical Cross Sections

    1) Applicable Design Standards

    The application of proper design standards will ensure road safety, high standard service level and comfort for road users through the provision of adequate sight distance and roadway space.

    The design and construction standards for new roads and bridges have been established by Ministry of Works and Transport (MoWT) in Uganda. These design standards were published as Road Design Manual and aimed to (a) maintain a degree of uniformity, particularly across administrative boundaries, (b) enable satisfactory designs to be produced, even where there is not a high degree of expertise, and (c) ensure that the funds for public works were not misspent, through inappropriate designs, or through inadequate provision for future traffic growth or current operations. The construction specification, on the other hand, is intended to be used for the rehabilitation of existing road network, construction of new highways and bridges and maintenance of existing roads and structures.

    The following is the composition of MoWT’s Road Design Manual:

    Vol. 1: Geometric Design Vol. 2: Hydrology and Hydraulics Design Vol. 3: Pavement Design Part I: Flexible Pavement Part II: Rigid Pavement Part III: Gravel Roads Part IV: Pavement Rehabilitation Guide Vol. 4: Bridge Design

    The latest version of the manual was published in July 2005 and this supersedes the manual of November 1994.

    The Road Design Manual is intended for use in the design of all rural roads in Uganda. The purpose of the manual is to give guidance and recommendations to the engineers responsible for the design of rural roads. Accordingly, as only limited description is available for urban roads in the manual, it would be necessary to refer to other design standards and manuals (such as AASHTO and Japanese Urban Road Standard) to set out some specific parameters which are not stipulated in Road Design Manual in Uganda.

    2) Geometric Design Parameters

    Geometric design standard was prepared as a part of the Road Design Manual in Uganda. Summary of geometric design parameters for paved road in urban and peri-urban areas are shown in Table 7.1.1. There are six design classes of road defined in the standard, i.e., design classes I, II and III for bitumen surface roads and design classes A, B and C for gravel surface roads. The Road Design Manual recommends the application of design speed of 50 km/h in urban and peri-urban areas. In urban and peri-urban areas, however, design speed less than 50 km/h should be applied due to unavoidable reasons such as land acquisition and/or irremovable buildings. Hence, standards for design speeds of 40 km/h and 30 km/h are shown in the same table.

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    Table 7.2.1 Summary of Geometric Design Parameters in the Manual

    Paved Ia(Dual Carriageway)

    Paved Ib Paved II Paved III Gravel A Gravel B Gravel C

    Design Speed km/h 50 50 50 50 50 50 50 40 30

    Min. Stopping Sight Distance m 60 58 58 60 60 60 60 45 30

    Min. Passing Sight Distance m 345 345 345 345 345 345 345 285 217

    Min. Horizontal Curve Radius m 100 100 100 100 100 100 100 60 35

    Max. Gradient (desirable) % 6 6 6 9 7 9 7 No Discription No Discription

    Max. Gradient (absolute) % 8 8 8 11 9 11 9 No Discription No Discription

    Minimum Gradient in cut % 0.5 0.5 0.5 0.5 0.5 0.5 0.5 - -

    Maximum Superelevation: e % 4 4 4 4 4 4 4 - -

    Crest Vertical Curve stopping Kmin 9 9 9 9 9 9 9 5 3

    Crest Vertical Curve passing Kmin 126 126 126 126 126 126 126 86 50

    Sag Vertical Curve stopping Kmin 11 11 11 11 11 11 11 8 4

    Normal Cross fall % 2.5 2.5 2.5 2.5 4 4 4 - -

    Shoulder Cross fall % 4 4 4 4 4 4 4 - -

    Right of Way m 40 60 30 30 30 30 30 - -

    Urban/Peri-UrbanDesign Element Unit e-max: 4%

    Source: Road Design Manual (Vol. 1: Geometric Design), July 2005

    Table 7.2.2 Headroom Road Class Headroom (m) A,B & C 5.0

    Lower Road Class 4.5 Footway and Cycle way 2.5 Under High-power Cable 6.0 Under Low-power Cable 5.0

    Source: Road Design Manual (Vol. 1: Geometric Design), July 2005

    Finally, the Study Team recommends application of design speed of 40 km/h for the flyover because flyovers proposed by the Study Team are planned in built-up areas. Improvement to a constant high design speed would mean a substantial increase in construction cost with the commensurate increase in affected area. In addition, design speed for other roads without flyover is 50 km/h in accordance with the Road Design Manual in Uganda. Geometric parameters for design speed of 40 km/h and 50 km/h are shown below.

    Table 7.2.3 Summary of Applicable Geometric Design Parameters for the Project

    Design Speed km/h 40 50 Recommended Design Speed for the Flyover

    Min. Stopping Sight Distance m 45 60 Uganda Design Manual

    Min. Passing Sight Distance m 285 345 Uganda Design Manual

    Min. Horizontal Curve Radius m 60 100 Uganda Design Manual

    Min. Length of Curve m 70 80 Japanese Standard: Design Speed x 6sec.

    Max. Radius for use of a spiral curve m 150 290 Uganda Design Manual: R > V3/432

    Spirals Lengths mR=60→L=53m, R=80→L=40m

    R=100→L=32m, R=120→L=27mR=150→L=21m

    R=100→L=62m, R=150→L=41mR=200→L=31m, R=250→L=25m

    R=290→L=22m

    SATCC 1998: L=0.0702 x V3/ (R x C)C: Rate of increase in centripetal acceleration(m/s3); 1

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    Table 7.2.4 Minimum Length for Diverging Section (Transition Rate: TR) Decrease or Increase of lane number (Source: Japanese Standard)

    Design Speed (km/h) Rural Area Urban and Peri-urban Area

    80 1/50 1/40 60 1/40 1/30 50 1/30 1/25 40 1/25 1/20 30 1/20 1/15 20 1/15 1/10

    L = W x TR

    W

    Flyover Section

    Plan

    ProfileV.C.L

    L = W x TRParallel Section

    L=20m Figure 7.2.3 Merging and Diverging with Flyover (Source: Japanese Standard)

    In addition, for reasons of economy, junction design speed should be set at 30 km/h (design speed of roads minus 20 km/h). Main design parameters for junction are as follows:

    Lc1 (m) Ld (m), Ls (m)

    Wm 3.0m

    Lc2 (m)

    Wm: Median Strip Width Lc1 = Length of diverging section: min. 30 m Ld = Length of deceleration section: min. 30 m Ls = Length of staking (storage) section: min. 10 m Lc2 = Ghost Island taper: min 10 x ∆W (lateral transition width) Source: JICA Study Team

    Figure 7.2.4 General Configuration for Right Turn Lane

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    Table 7.2.5 Width of Channel for Right and/or Left Turn (Semi-trailer Class)

    Design Vehicle Outside Radius (m)

    Semi-trailer 8 to 9 N/A

    9 to 12 N/A 12 to 13 N/A 13 to 14 8.5 14 to 15 8.0 15 to 16 7.5 16 to 17 7.0 17 to 19 6.5 19 to 21 6.0 21 to 25 5.5 25 to 30 5.0 30 to 40 4.5 40 to 60 4.0

    60 3.5 Source: Geometric Standard of Japan

    3) Typical Cross Sections for Road Improvement

    The Study Team set out the typical cross sections for relevant roads as shown in the figures below based on the geometric design standards in Uganda, Final Report for the BRT and required lane number for relevant intersections derived from calculation.

    Typical Cross Sections Description

    Jinja Road

    (Station section for the BRT: Between Africana Roundabout and Jinja Junction)

    3.00 0.50 3.000.503.00 3.00 3.00 3.007.000.250.25

    27.50

    0.50 0.50

    CL

    13.00

    Yusufu Lule Road

    (Flyover section)

    3.00 0.50 9.50 0.50 3.00

    42.00

    3.00 3.00 3.00 3.000.5014.00

    BRT LANE

    3.00 3.003.00 4.00

    CC

    LL

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    Yusufu Lule Road

    (Approach Section)

    Access Road

    (Flyover Section)

    Source: JICA Study Team Figure 7.2.5 Typical Cross Sections for Existing Road Improvement

    (3) Alternative Routes and Project Concept

    1) Existing Traffic Condition at Bottleneck Points

    Non-interrupted flow sections and interrupted flow sections exist on road. The former means high class roads (i.e., highway) in which access control is applied while the latter means low class roads which are provided with access to each road. Traffic congestion and delay on interrupted flow sections are usually caused by existence of an intersection and/or a roundabout.

    In Kampala City, a rapid traffic volume increase has been generating some bottleneck points. Jinja, Clock Tower, Shoprite Intersection and Africana, Mukwano, Garden City Roundabout are notably located as main bottleneck points. Existing conditions of these junctions were evaluated as follows by use of the traffic survey results by the Study Team.

    Table 7.2.6 Existing Conditions of Main Bottleneck Points

    Intersection Roundabout Indicator

    Jinja Shoprite Clock Tower Africana Mukwano Garden

    City A.M. 1.15 1.72 1.01 - - - Saturation P.M. 1.10 1.07 1.03 - - - A.M. - - - 158.7sec 37.8sec 1913.1secDelay

    Time* P.M. - - - 148.7sec 20.9sec 1089.7sec*: per 15minutes Source: JICA Study Team

    Evaluation indicators are respectively different for an intersection and a roundabout. A signalized intersection is normally evaluated by use of saturation degree as follows:

    3.00 0.50 3.000.503.00 3.00 3.00 3.00

    13.00

    0.250.25

    32.50

    CC

    LL

    3.000.50 3.00 3.00

    0.250.25

    5.00 0.503.00

    30.50

    CC

    LL

    3.00 3.00 3.00 3.00

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    Table 7.2.7 Evaluation of Signalized Junction by Saturation Degree

    Source: JICA Study Team

    On the other hand, according to the Highway Capacity Manual (HCM), a roundabout is evaluated by level of service (LOS) derived from control delay for each lane. LOS criteria are given in Table 7.2.8 below:

    Table 7.2.8 Level-of-Service Criteria for Roundabouts

    *Delay: Definition of delay is a time lag between non-interrupted flow (case of no interrupted facilities such as intersection) and interrupted flow.

    Source: Highway Capacity Manual

    The computed results for Jinja, Shoprite and Clock Tower indicate that intersection capacity is not sufficient for the existing traffic volume. Additionally, saturation degree which is over 1.0 means the impossibility to control by existing configuration such as lane number and phasing of the traffic signal. The LOS of Africana Roundabout and Garden City Roundabout is categorized into level “F”. The HCM recommends at least level “C” in urban area.

    2) Considerable Future Plan (BRT)

    The Ugandan government and World Bank are now studying the introduction of the BRT in Kampala City. According to the Interim Report, the BRT is introduced on the following roads:

    Kampala Rd Jinja Rd

    Nail Avenue

    Enteb

    be R

    d

    Yusuf u Lul e R

    d

    Siad B

    a rr e Av.

    Queens w

    ay

    Nsambya Rd Kibuli RdMuk

    wano Rd

    Jinja Jct. Africana RbtSiad Barre Jct.

    Kibuli Jct.Clock Tower Jct.Shoprite Jct.

    : Route for the BRT

    Source: JICA Study Team

    Figure 7.2.6 BRT Routes Proposed by BRT Pre-FS in Final Report (May 2010)

    Saturation Degree Situation 0.8 > S Desirable Situation

    0.8 ≤ S ≤ 1.0 Acceptable Situation 1.0 < S Capacity Shortage (Bottleneck)

    Level of Service (LOS) Average Control Delay (s/veh) A 0 - 10 B 10 - 15 C 15 - 25 D 25 - 35 E 35 - 50 F >50

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    As regards lane number for general vehicles, 2-lane for each direction will be allocated. However, shoulders and on-parking spaces will disappear (see figure below). Additionally, the usage of Entebbe/Kampala Junction by public vehicles will be restricted.

    30003000

    23000

    20003000300030003000500 5002000

    Source: JICA Study Team

    Figure 7.2.7 Typical Cross Section with BRT at Off Station Section

    For these reasons, as discussed in Chapter 5, traffic between the CBT and Jinja side will be diverted from Kampala Road to Nile Avenue-Yusufu Lule Road and/or Nsambya Road-Mukwano Road.

    3) Project Concepts and Alternatives

    The flyover project concept is dictated by the required road functions. Given the above mentioned situations, the required road functions are defined as follows:

    • To increase traffic capacity at bottleneck points,

    • To accommodate future traffic demand and flow,

    • To consider the future plan such as the BRT,

    • To consider minimizing the negative impacts to social environment, and

    Finally, based on the above concepts:

    • To create smooth traffic flow in urban area

    The following alternatives were proposed as scenarios corresponding to the concepts of the flyover project as mentioned above.

    A: Jinja Road – Kampala Road - Queens Way-Yusufu Lule Road Flyovers

    The purpose of Jinja – Kampala Roads (J-K) Flyover is basically to provide a substantial traffic jam solution for Africana Roundabout, Jinja Intersection and Siad Barre Avenue Intersection by continuously crossing over these three junctions. Also, three Flyovers are added for right turn traffic, i.e., from Jinja Road to Yusufu Lule Road and Nile Avenue and from Mukwano Road to Jinja Road, which are often interrupted by the BRT. J-K Flyover together with these three Flyovers will fulfill such function.

    Additionally, the purpose of Kampala Road – Queen’s Way (K-Q) Flyover is to alleviate the traffic jam at Shoprite Intersection and Clock Tower Intersection through a bypass that partially accomodates the south-north traffic between Kampala Road and Clock Tower Junction.

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    Phase Jinja-Kampala-Yusufu Lule + Kampala-Queen’s Way Flyovers

    1

    J↔K Flyover starts from the front of the central station park then overpassing Siad Barre Intersection and lands at about 450 m after Africana Roundabout. Route of J-K Flyover overlaps the BRT Pilot Project Route proposed by WB.

    Project Length: 1,960 m of which Bridge and Retaining Wall Section: 1,560 m

    2

    Kampala

    Nile

    Mukwano

    Yusufu

    Old Port

    Entebbe

    Nsam

    bya

    Queen's

    Station

    2-1: J→Y Flyover, M→J Flyover 2-2: Y→N Flyover These three Flyovers accommodate the right-turn traffic which is interrupted by the BRT. J-Y Flyover diverges from J-K Flyover and lands in front of the Golf Course Hotel. Y-N Flyover diverges from J-Y Flyover and lands at Nile Avenue. M-J Flyover starts from the crossing point of Press House Road on Mukwano Road. and converges to J-K Flyover.

    Project Length: 2,290 m of which Bridge and Retaining Wall Section: 2,085 m

    3

    Kampala

    Nile

    Mukwano

    Yusufu

    Old Port

    Entebbe

    Nsam

    bya

    Queen's

    StationJinja

    K→Q Flyover starts from central station park and connects to Queen’s way through railway land. K-Q Flyover is operated as one-way from north to south and plays a role of a bypass for the section between Kampala Road and Clock Tower Junction.

    Project Length: 1,800 m of which Bridge and Retaining Wall Section: 1,740 m

    Source: JICA Study Team

    Figure 7.2.8 Alternative and Options for J-K-Q-Y Flyover

    2‐way Main Road              2‐way Flyover           1‐way Flyover             BRT Route                No through zone

    JinjaKampala

    Nile

    Mukwano

    Yusufu

    Old Port

    Entebbe

    Nsam

    bya

    Queen's

    Station

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    B: Yusufu Lule – Mukwano – Jinja + Clock Tower Flyovers

    The purpose of Yusufu Lule – Mukwano Roads (Y-M) Flyover is basically to provide a substantial traffic jam solution to the future traffic demand and flow by overpassing Jinja Intersection, Garden City Roundabout and Mukwano Roundabout. Also, three Flyovers are added for right turn traffic (from Jinja to Yusufu and Nile, from Mukwano to Jinja) which is interrupted by the BRT. Y-M Flyover together with these three Flyovers will fulfill such function.

    Additionally, the purpose of Clock Tower Flyover is to alleviate the traffic jam at Clock Tower Intersection because main traffic flow will be changed from south-north to east-west under the new restriction of the introduction of the BRT.

    Phase Yusufu-Mukwano-Jinja + Clock Flyover

    1

    Y↔M Flyover overpasses Jinja Junction, Garden City Roundabout and Mukwano Roundabout. In this plan, north-south line (Yusufu Lule Road-Mukwano Road) is supposed to be a main traffic line and is linked by continuous 2-lane bridge. This bridge starts in front of Kampala Golf Course and lands on the widened Mukwano Road.

    Project Length: 1,660 m of which Bridge and Retaining Wall Section: 1,550 m

    2

    Kampala

    Nile

    Mukwano

    Yusufu

    Old Port

    Entebbe

    Nsam

    bya

    Queen's

    StationJinja

    2-1: J→Y Flyover M→J Flyover 2-2: Y→N Flyover Functions of these three Flyovers are same as J-K’s Flyovers. J-Y Flyover overpasses Africana Roundabout, Jinja Intersection and Garden City Roundabout and then converges to Y-M flyover. Y-N Flyover diverges from J-Y Flyover and lands at Nile Avenue. M-J Flyover diverges from Y-M Flyover and overpasses Mukwano Roundabout, Jinja Junction and Africana Roundabout.

    Project Length: 2,245 m of which Bridge and Retaining Wall Section: 2,190 m

    Kampala

    Nile

    Mukwano

    Yusufu

    Old Port

    Entebbe

    Nsam

    bya

    Queen's

    StationJinja

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    3

    Kampala

    Nile

    Mukwano

    Yusufu

    Old Port

    Entebbe

    Nsam

    bya

    Queen's

    StationJinja

    Clock Tower Flyover shares the traffic flow which crosses from west to east on Clock Tower Intersection. It starts from Mengo Hill Road and overpasses Clock Tower Intersection and then lands before the level crossing on Nsambya Road.

    Project Length: 550 m of which Bridge and Retaining Wall Section: 300 m

    Source: JICA Study Team

    Figure 7.2.9 Alternative and Options for Y-M-J+Q Flyovers

    7.2.2 EVALUATION OF ALTERNATIVE PLANS

    (1) Evaluation Method and Criteria

    The most preferable route is examined in this sub-chapter. Selection of preferable route should not only consider the economic viewpoint but also take into account the negative impact to social environment and project effect to decongestion. Hence, the most preferable route is selected based on the following criteria.

    Table 7.2.9 Criteria for Selection of Preferable Route and Option Main Criteria Sub-Criteria and Description

    Consistency with the BRT Consistency during construction stage Any conflict such as necessary road width

    Social Environment

    Number of resettlement and buildings to be demolished - Private - Public

    Area of land acquisition - Private - Public

    Economic Efficiency Project cost Hypothetical obligation cost: Simple comparative

    indicator for decision of priority in projects. Formula: Project cost/c.p.u.-km

    Traffic Demand Future traffic demand

    Contribution to Decongestion Saturation at intersection Delay time at roundabout Source: JICA Study Team

    (2) Evaluation and Comparison of both Flyover Projects

    1) Coordination with the BRT Pilot Project

    As mentioned before, the BRT will be introduced at Kampala Road and Jinja Road as a pilot project. Decongestion is also one of the purposes of the BRT project. Hence, collaboration and harmonization between the BRT project and flyover project are key issues for the success of decongestion in the urban area of Kampala. Issues between the BRT and both flyover projects

    2‐way Main Road            2‐way Flyover            1‐way Flyover           BRT Route                No through zone

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    (JKY+KQ and YMJ+C) are shown in following table to avoid conflicts.

    Table 7.2.10 Coordination with the BRT Plan

    JKY+KQ Flyover YMJ+C Flyover

    Route J-K Flyover overlaps the BRT Pilot Project route.

    Right turn Flyovers (J-Y Flyover and M-J Flyover) overlap BRT

    Pilot Project route.

    Plan & Design

    Detailed data such as exact location of stations, configuration and exact cross section are required for the design of J-K-Q-Y Flyover. Hence, design of flyover should await the completion of the detailed design of the BRT.

    Design of flyover can proceed based on

    assumptive conditions.

    Cross Section

    13000

    3000

    150035001500 15003500

    32500

    3000 6750

    25030003000500

    6750 3000

    250 30003000

    30003000500 500

    500

    Normal Bridge Section W=32.5 m

    7250 7250

    3000 6750

    25030003000500

    30003000500 500 6750 3000

    250 30003000

    41000

    500

    3500 7501500 750 3500 1500

    Approach Section W=41.0 m

    39500

    32503000 32504000

    72503500 7501500

    7250

    500

    6750 3000

    250 30003000

    750 3500 1500

    3000 6750

    30003000500 250 500

    At Station Section W=39.5 m

    Typical cross sections in Sub-chapter 7.2.3

    are applied.

    Construction J-K Flyover must be constructed together with the BRT Pilot. It means that it is necessary to prepare budget for flyover together with the BRT Project.

    Y-M Flyover will not be dependent on the BRT Pilot Project.

    Source: JICA Study Team

    2) Social Environment

    So far, J-K Flyover has the most negative impact to social environment. Demolition of 14 high buildings along Kampala Road and Jinja Road (between Entebbe/Kampala Intersection and Jinja Intersection) is required for the construction of J-K Flyover with the BRT. If the BRT project is cancelled, demolition of 14 buildings might be avoided because typical cross section fits within the existing road width. Negative impacts to social environment by other flyover and Flyovers

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    are not so significant. Most of the buildings required to be demolished for flyover and Flyover construction are properties of the government. Note that the area and number of buildings in this sub-chapter are rough estimations for purposes of comparison. Hence, this result is not the final data for the resettlement in this project.

    Table 7.2.11 Impact on Social Environment

    I J-K Flyover 14 Jinja Rd 3 Mogas1 house (MOWT)1 house (MOL)1 house (U.E.C.***)

    4,315m2 5,730m2

    J-Y Right Turn Ramp

    M-J Right Turn Ramp

    Y-N Left Turn Ramp

    III K-Q Flyover 2 Central Station (part) 0 - - 25,270m2 (Railway: 25,270m2) 2,860m2

    16 3 9 33,925m2 (26,680m2) 19,710m2

    2 0 8 - - -

    I Y-M Flyover (Dual) 0 - 0 - - 18,090m2 (Railway:2,680m2) 340m2

    I' Y-M Flyover (Single) 0 - 0 - - 13,485m2 (Railway:2,215m2) 210m2

    J-Y Right Turn Ramp - -5 houses (MOWT)4 houses (MOL)

    M-J Right Turn Ramp - -4 houses (U.E.C.***)1 Power Transformer

    Y-N Left Turn Ramp - - -

    III Clock Tower Flyover 1 Uganda Telecom 0 - 1 Posta Uganda 1,750m2 2,500m2

    1 2 15 31,215m2 (4,895m2) 12,155m2

    1 2 11 - - -*Total (1): With BRT Project**Total (2): Without BRT Project*U.E.C.: Uganda Electral Commision

    Total (2)**

    Total (2)**

    Building demolition (no.) Land AcquisitionPrivate

    Public Private PublicBuildgs Houses

    4,340m2 (Railway:1,410m2) 11,120m2

    II 0

    II 0 - 0 -2 houses (MOWT)3 houses (U.E.C.***)1 Power Transformer

    Total (


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